PEDESTRIAN BEHAVIOUR AT A SIGNALISED INTERSECTION IN BANDUNG

• Main Author: Subarjo
• Format: Theses
• Language: Indonesia
• Online Access: https://digilib.itb.ac.id/gdl/view/1533
• Institution: Institut Teknologi Bandung

PEDESTRIAN BEHAVIOUR AT A SIGNALISED IN BANDUNG , Subarjo, 1998, Magister Sistem dan Teknik Jalan Raya, Program Pascasarjana, Institut Teknologi. Bandung. This research focused an pedestrian violations of the green man, utilisation the pedestrian pushbutton, pedestrians crossing outside the marked crosswalk and pedestrian waiting tine. The ctservaticens were carried out on the J1. Masjid Agung approach of the J1. Asia Afrika-J1. Banceuy and Jl. Masjid Agung intersection during a one day period. The maximum pedestrian flow occurred at the start of the green man (0-5 sec) ; this included 57 % of all the pedestrians who crossed on the crosswalk. The maximum flow was equivalent to 8955 pedestrians per hour of green. The highest violations of the regulations occurred during the flashing green man and during the all-red period, 82 % of crosswalk violations occurred during these periods. The highest pedestrian violations occurred at the start of flashing green man. The mean number of pedestrians violating the green man during the observations was 196.5 pedestrians per hour. The number of pedestrians waiting was proportional to the waiting time; the largest frequency occurred at 0-5 sec waiting tine, namely 19.2 %, and the si 1lest at greater than 70 sec. The mean natter of pedestrians waiting during the peak hour was 19.3 pedestrians per signal cycle and, at off peak times, the mean number was 4.9 pedestrians per cycle. The utilisaticn of the pushbutton was not effective because pedestrians only pushed the button during 3 % of all the cibserved signal cycles. Elm-them:ore, there did not appear to be any significant difference between the green man tine as a percentage of the cycle time for pedestrians pushing or not pushing the button. The available crosswalk is often utilised by pedestrians for crossing. However, pedestrians who wish t o cross some distance frun the crosswalk are reluctant to use it because of the additional walking distance involved. Therefore, they often cross at rardxn points on the approach instead. The amber of pedestrians crossing outside the marked crosswalk was influenced by the size of the headway in the vehicle flow; there was sane relationship between these factors although the correlation was not good. The most suitable model was a linear model. No correlation or influence between vehicle flow and mean waiting time could be found. That may be because the longer pedestrian waiting times tend to encourage violations. The number of pedestrians crossing in the marking was influenced by the total pedestrian waiting time and was best represented by a linear regression model. When the pedestrian waiting time increases, the number of pedestrians crossing in the marking also increases. Most pedestrians crossed at the marked crosswalk, 77 % of all pedestrians crossing in the marking. There was a weak relationship between pedestrians crossing the marking and the number of pedestrians crossing around the crosswalk.